Electric signaling on railways.



lH. BROWN. ELECTRIC SIGNALING 0N RAILWAYS. ArPLIoATIoN FILED DEU. ze, 1911.

1,072,567'. Patented-sept. 9, 1913.v

4 SHEETS-SHEET 1.

Homey H. BROWN.

BLBGTRIG SIGNALING 0N RAILWAYS.

APPLICATION FILED DEO. 29, 1911.

Patented Sept. 9, 1913.

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CoLuMlA PLANOGRAPH C0.. WASHINGTON, D. c.

H. BROWN. ELECTRIC SIGNALING 0N RAILWAYS.

APPLIGATION FILED DBO. 29, 1911.

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SE N dE Z eS Z IMM H. BRDWN. ELECTRIC SIGNALING 0N RAILWAYS.

APPLICATION FILED DEO. 29, 1911. 1,072,567..

Patented Sept. 9, 1913.

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HERBERT BROWN, F BELFAST, IRELAND'.

ELECTRIC SIGNALING ON RAILWAYS.

Speccaton of Letters Patent.

Patented Sept. 9, 1913.

Application filed December 29, 1911. Serial No..6`68,430.

The present invention relates to Velectric signaling on railways and particularly to signaling systems of the type in which signals are given inthe cab of a locomotive.

The object of the invention is primarily to extend the scope and usefulness of the system described in the specification of British Patent No. 18,996 of 1908; though as will be indicated hereinafter, the use of the present invention is-not restricted to the system referred to.

To this end theinvention consists in an electric signaling system for railways ac# cording to which circuits corresponding to diifeent types or classes of signal are defined or selected on the locomotive or other vehicle by theoperation in suitable combi-r nations of a series of track selectors. e

By the words type oi' class of signal, I

mean for example a home signal apart from whether itstands at danger or clear,- or again a route indicator quite apart from the route shown. n

yAccording-to the preferred form.` of my invention the signal last given on the locomotive is maintained until rthe neXt signaling point is reached, rthe condition or state of any type of ,signal selected being determined either by hand or automaticallyl by help of suitable track circuits.

A further part of the invention thus consists in a system of signaling as indicated with means for maintaining on the locomotive or the like the signal last given.

rlhe linvention also consists in the signals ing systems rand certain details or adjuncts thereof to be hereinafter described.

Referring now to the'accompanying drawings which illustrate my invent-ion and form part of my specification: Figure 1 shows a side elevation of a. collecting shoe. Fig. 2 shows an end elevation of saine, while Fig. 3 shows a cross section on the line Ar-A Fig. 1.

- Fig. l shows one arrangement of track circuits and lramp rails for giving stop signals. Fig. 5 shows one arrangement of track circuits aiid ramp rails for giving repeater signals. Fig.l 6 shows one arrangement of track circuits and ramp railsfor giving distant signals. Fig. 7 shows one arrangement of track circuits and ramp rails for giving stop andv distant signalstogether. Fig. 8 shows one method of arranging the signaling circuits in the locomotive according to my invention.

" In carrying my invention into effect according to one form I provide collect-ing shoes on each side of the locomotive. One arrangement of collecting shoes is illustrated in Figs. 1 to 3. In these figures a plate, a, is attached directly to the horn plates by studs, b, and is also connected thereto by means of brackets, c and d. Lugs, e and f, are' formed on the plate, a, and cooperate with brackets, g and z, riveted thereto to form bearings for the pins, z' and j, supporting slotted links, 7c and Z. These links are attached to a carriage by pins, n, and o, respectively, the carriage being formed of plates, p and g, held apart from one another by distance pieces, r. On the carriage, m,

three pairs of collecting shoes, A1, A, and

A3, of oval cross section at their Contact,

ends are disposed, the members of each pair being arranged to contact with the same ramp and connected in parallel with one another. The shoes, A, and A3, are slidably mounted upon brackets, s and t, which are attached securely tothe carriage. Rods, u and n, are mounted upon the shoes A, and

A3, and carry springs, 'w and w, which serve The shoes, Agare disposed between the plates, y), and g, andare attached to boxshaped sleeves, 13, which may be insulated from the shoes by similarly shaped mica piece-s, 14. Studs, 15, are connected to the top ot vthe slices, A1 and form a guide for one end of springs, 16, the other ends of which are mounted on a similar stud, 17, attached to a bridge piece, 18. The bridge piece, 18, spans the plates, p and g, being attached thereto by Cotter bolts, 19. f

It will be seen from the above description l that all the shoes are resiliently mounted on the carriage in such a manner as to enable them to be pressed against the ramp rails and make electrical contact therewith as the locomotive travels along the track.

As it may happen that obstructions may be encountered. by the shoes it is advisable to provide suitable arrangements for allowing the whole carriage to bc raised to clear the obstruction.

In the `arrangement illustrated a spring, 20, is carried by plate, 21, secured to the bridge piece,l8, screwed pin, 22, being provided ,for retaining the spring in position. The ends of the spring slide upon plates, 23 and 24, attached to the plate, a..

By means of the slotted links, L and Z, in the event of an obstruction being encountered, the carriage is enabled to rise a considerable distance in order to clear the obstruction and is thereafter returned to its normal position by the spring, 20.

By arranging the collecting shoes in the manner described, z'. e. so that a pair of shoes contacts with each ramp rail, it is found that eliicient contact between the shoes and the ramp rail may be made when the locomotive is traveling at very high speeds.

The raising of some or all of the'shoes causes circuits to be completed on the locomotive either by contacts which co-act with the shoe rods as shown diagrammatically in Fig. 8, or by arranging thatthe motion of the shoes or their rods actuates the lever arms, 86, Fig. 3, attached to cylinders, 87, upon .which suitable contacts are disposed. The actuation ot the lever arm, S6, rotates the cylinder and closes circuits between contact lingers, S3, thus completing circuits on the locomotive either directly or indirectly by means of relays.

The type of signal is differentiated by the number and grouping of the ramp rails on the track, which act upon certain of the shoes on the locomotive and lift them upward with respect to the carriage and operate switches for defining the typek and pcsition of the signal.k n

In Figs. Ll to 7 I have illustrated arrangements of ramp rails and track circuitsV for operating stop repeater distant and sin'inltaneous stop and distant Y signals, as well as giving route indications.

In Fig. et the ramp rails and vtrack circuits for giving stop"7 signalsare represented. The ramp rails are formed of three angle bars placed at one side of the track, both ends of the bars being inclined in the usual manner. A switch, 32, controls the track circuit connecting the ramp rails, 28 and 26, while a second switch, 33, controls a track circuit arranged in parallel with the first circuit between ramp rails, 28 and 27. The position of the switches, 32 and 33, determines the nature of stop and route signals displayed on the locomotive when passing over the ramp.

The route signal which I use through-- out my system serves merely as an indication to the drivel' ot' the general state of the line upon which the locomotive is about to travel. For example, if the line contains sharp curves or junctions, the signal slow road. will be given but it' free from curves or junctions the signal fast road will be given.

In Fig.- 5 the ramp rails and their coperating circuits are shown for giving repeater signals. In this case three ramp rails 26, 27 and 23 are arranged on one side ot the track and a single ramp rail, 30, on the other, the ramp rail 3() being connected permanently in parallel with ramp rail, 2T. The connection of ramp rails, 30 and 27, in parallel facilitates the collection of the current. The positions of the switch, 32, which controls the track circuits, interconnecting ramps 28, 27 and 30, and the switch, 33, which controls the track circuits interconnecting ramps, 2S and 26, determines the nature of the signals displayed when the locomotive reaches the ramp rails.

The repeater signal ramp rails are placed at such a distance in the rear of the stop signal ramp rails as will enable the locomotive to be conveniently brought to a standstill on the latter rails if necessary. The repeater signal is intended as a warning or an indication in advance of the signal to be expected on arriving at the stop signal rails. Upon receiving the repeater danger signal which is distinct from stop and distant danger signals the driver must be prepared to pull up upon the stop signal ramp rails so that if the danger signal is displayed on arriving at the ramp rails the locomotive may remain thereon until the clear signal is indicated. If the clear signal is received on the repeater ramp rails then this indicates that a clear signal will be given under normal circumstances when the stop signal rails are reached. v Y

For indicating distant signals I arrange the ramp rails and the track circuits as shown in Fig. 6. In this case, six ramp rails are used, three on each side of the track. rIhe rail, 26, is connected to rail, 28, and the rail, 27, to 28, by switches, 32 and 33, while the rails, 29, 30 and 31, are connected permanently in parallel with rails, 26, 2T and 2S, respectively.

The positions of the switches, 32, and 33. determine the nature of the route and distant signals displayed on the locomotive.

In Fig. 7 an arrangement for giving stop7 and distant signals simultaneously is shown. Three ramp rails, 26, 27 and 28, are arranged on one side of the track and two ramp rails, 29 and 31, arranged on the other. The ramp rails, 26'and 28, are

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connected through a switch, 82, and the rail,

27, is connected through a switch, 33a, to the ramp rail, 31. The switch, 35, connects ramp rails, 29 and 31. The nature of the stop, distant and route signals displayed on the locomotive are determined by the position of the switches.

The switches, 32, 38, tand 35, are arranged as shown so that in their open positio-n they connect the corresponding ramp rails to earth. The switches are disposed in the signal cabin and may be operated either by levers of the usual type or automatically bythe trains themselves, so as to render signals visible onthe locomotive by means of the arrangement which'lhave illustrated in Fig. 8, andwhich 1 will nowk proceed to describe. In the above figure, the current which flows through the track circuits is conveyed to t-he same by the shoes which contact with the ramp rails, 28 and 31. 1t will thus be seven that in the stop and repeater signal arrangements illustrated in Figs. l and 5, the circuit controlled by the switch 33, is dependent for itsenergization on the closure of the switch 32. `Asthe fast road signal is displayed on the loco-` motive by closing the switch, 33, as will be hereinafter explained, and the danger stop 7 signal byopening the switch, 32, it

will be impossible to display the fast road l and st-op or repeater danger signals simultaneously. The fastfroad signal can thus onlybe given with clear stop or repeater signals. `ln Figs. 6 and 7, however, the switches, 33 and 38a, control the route signals, and as they are directly connected to the ramps, 28 and 31, in their respective arrangements, it will be evident that the fast road signal may be displayed independently of. the danger dis-k tant or stop signals. In this arrangement the clear and i vfast road signals are dependent upon the closure-ot the appropriate switches and track circuits for their indication on the locomotive; certain other signals however, such as the danger and slow road signals areindependent of the closure of the track circuits and are displayed upon the locomotive whenever the collecting shoes contact with the ramp rails.

Failure to close the track circuits interconnecting the members of a set of ramp rails will thus result in rendering visible a danger signal of the type which corresponds'to the arrangement of the rails in contact with the collecting shoes. v

1n Fig. 8, which illustrates one method of arranging the locomotive circuits only one set of collecting shoes on each `side of the locomotive is represented in order to avoid complexity in the drawings but as the members of each pair of shoes are connected in parallel with the track and locomotive circuits the raising or lowering of one or both `members of the pair produces the same effect on the locomotive circuits.

The signals are arranged within a casing, 25, the front of which is provided with obscured glass so that only the illuminated signals lare visible. Behind the obscured glass a metal plate is provided with windows ttedto represent the signals illus trated in the figure, the windows being provided with glass colored to correspond with the signal. given. Behind each window is a light-tightV compartment fitted preferably with two lamps arranged in parallel so that. if one of the lamps fails the second lamp may still be able to illuminate the signals. The above arrangement prevents any other signal than the operative ones being disclosed.

The power for lighting the lamps may be provided by va storage battery, 36, carried on the locomotive, the wires of the lighting circuits onFig. S being represented by thin black lines. y i

The lighting circuits are controlled by solenoids M, R, M S, 11,1), S S, the solenoids being controlled by the position of the shoesk and by relays, A R, and B B, operatv ing in conjunction therewith, and also by the track circuits.r

rlhe'sol'enoids are disposed on the locomotive so that the cores thereof which opcrate a series of contacts situated above and below the solenoids, normally close the contacts-situated on the under side of the solenoid, but when the solenoids are energized, the cores areV raised against the action of gravity and close the contacts on the upper sides of the solenoids.

yThe solenoid R controls the rout-e indicator and is energized on the kclosure of the appropriate track circuits by switch, 38.

The relays, A R and B B, are energized by the raising of the collecting shoes, A2- and B2, respectively while the solenoid,l S Si, is energized by the raising of the shoes, A3 and B3 simultaneously. The relays A R and B R, as well as the solenoid, S S, are independent of the track circuits as regards their energization, as the circuits controlling them are carried wholly on the locomotive. These circuits are normally open as hereinafter described and are closed on the cor-y responding collecting shoes being raised on encountering the ramp rails.

The energization of the solenoid, M S, is dependent upon the energization of both relays, A R, and B R, while the energization of the solenoids, H or D, is dependent upon the closure of appropriate track circuits through switches, 32 and 35, and the energization of either of the relays, A R or B R.

The power for operating the solenoids is supplied by a dynamo, 38, carried by the locomotive the positive lead or" which is represented on the drawings by a thick continuous line, while the return lead is represented by a dotted line.

As it is advisable to retain the last signal indicated on the locomotive between sets of ramp rails, I provide means for effecting this result. The controlling device for this purpose is the solenoid M, and the leads therefrom to the other solenoids are represented by chain dotted lines, m a, m b, m c, m (l, and m e. I 2

Collecting shoes, A1, A2, A3, and Bl, B2 and B2, are adapted to be raised by arrangements of ramp rails such as I have before described, the number and arrangement of rails determining the type of signal to be given. Cooperating with the spindles of the collecting shoes are a series of studs, 39 to 44, which act in conjunction with contacts, 45 to 50, to close a supplementary set of circuits in the manner hereinafter described.

The leads from the various devices are attached to terminals, 1 to 12. The terminal, 1, is adapted to carry the return wire, 1, from the various solenoids back to t-he dynamo. The lead, 2a, through the terminal, 2, is t-he positive wire from the dynamo while that through the terminal, 3, is the positive, 3a, from the storage battery to the various lighting circuits. The lead, 4a, through the terminal, 4, passes to the out of action signal which is automatically displayed in special circumstances as for example `when the ramp rails are accidentally earthed from any cause. The lead, 5a, is earthed through the coil, 85, of an auto-switch, 37, and passes through the terminal, 5, to the coil, P, the arrangement being such that on substantial leakage taking place, as for example when the ramp rails become earthed, the coil, P, is first of all energized and breaks the circuit through the solenoids H and D, by way of relays A R and B R. As the solenoids, H and D, control, the home and distant signals, on becoming dener'gized the danger signal is automatically shown. If the leakage exceeds a certain amount the auto-switch coil, 85, is sufliciently energized to break the circuit through the dynamo, 38. Simultaneously the lighting circuit through the lead, 4a, is completed through the contacts, 51, and the signal giving out of action is displayed. The terminal, 6, carries the wire, 6a, leading from the shoe, A through the contacts, p', co-acting with the coil, P, to contacts a r3 and Z) T3 of the relays A R and B R. The wire, 7, through the terminal, 7, leads from the positive pole of the dynamo through the stud, 39, and contacts, 45, when the shoe, A2, is lifted by the ramp rail, to the solenoid of relay, A R. Through the terminal, 8, wires, 8a and 8b, leading from the collector shoes, A2 and B2, to the solenoid R, pass; this solenoid gives route indications lsuch as slow road or fast road The wire, 9a, through the terminal, 9, leads from the solenoid, S S, through contacts, 50, stud, 44, lead, 70, contacts, 47, and stud, 41, to the positive lead from the dynamo, 33, when both shoes, AA3 and B3, are raised by ramps. The wire, 10a, through the terminal, 10, leads from the coil, M, through contacts, 49, stud, 43, lead, 60, contacts, 46, stud, 40, to the positive pole of the dynamo, 38, when collecting shoes, A2 and B2 are in their lowered position. The wire, 11, through terminal, 11, leads when the shoe, B2, is raised by a ramp rail from the relay B R, through contacts, 4S, stud, 42, to the positive lead from the dynamo. The wire, 12a, through the terminal, 12, leads from shoe, B1, through contacts, p2, coperating with the coil, P, to the contacts, a 7'5, and b r3, of relays A R, and B R.

The signals which the system illustrated is designed to transmit are indicated on the signal board, 25, and are as follows: First, a ramp signal adapted to indicate whether' or not the collecting shoes on the locomotive are in contact with a set of ramp rails. Second, a route signal adapted to indicate whether the block upon which the train is entering is a fast or slow road. Third, a stop signal showing a red horizontal signal when at danger and a green, inclined signal when at clear. Fourth, a distant signal showing a yellow horizontal forked signal when at danger and a forked inclined green signal when at clear. Fifth, a combination signal showing the stop and distant signals above described simultaneously. Sixth, a repeater signal showing a yellow horizontal signal when at danger and a green inclined signal when clear. Seventh, an out of action signal indicating that the auto-switch has opened the dynamo circuit owing to the same becoming earthed.

The arrangement of the circuits is such that if while the locomotive is passing over an arrangement of ramp rails as shown in Fig. 4, and one of the active solenoids failed, the stop danger signal, instead of the stop clear signal would be given. This result is effected by arranging that the solenoids are gravity controlled, so that on failure to become energized, or on failure occurring while energized, the falling of the solenoid core under `gravity automatically gives the danger signal. As a clear stop signal cannot be given without energizing the solenoid H and a clear distant or repeater signal cannot be given without energizing the solenoid D, it will be obvious that the failure of either of these solenoids could not result in a clear signal being displayed. The energization of `these solenoids is therefore necessary to give and hold the clear signal. Similarly. a fast road signal could not be given on failurel of the solenoid R.

Failure of any of they othery solenoids which co-act with the above could not lead in any circumst-ances toa signal being displayed demanding lan increase of speed or less caution rthan the signal for which the circuits were set.

) will now describe the operation of the4 signals as the locomotive kpasses over the arrangement of ramp rails which I hav illustrated 1n Figs. 4 to T. f

Stop sig/aal.

Suppose that the locomotive is passing over the stop signal ramp rails illustrated in Fig. 4. The three shoes A A2 and'As, would be raised and if the signalman had previously closed the switches, 32 and 33, the following operations would result:

Tmc/3 cz'ieue'zfs closcclf-Current yfrom the dynamo, 38, would pass through switch, 37,

alcng leads, 2a and 2b, to the collecting shoe, A3, thence through the track circuits closed by the switches, 33 and 32, to the slices A2 and A,. The raising of the shoe, A2, causes current from the lead, 2b, to pass across contacts, 45, and stud, 39, to the lead, 7, thence through the terminal 7, to the solenoid, A R which it energizes thereafter returning to the negative pole of the dynamo byl the lead, la.

' and 54, thence through contacts, r', lead,

55, to the contacts, h2, energizing the solenoid, H,and returning to the negative pole of the dynamo by wire, la. From the shoe, A2, the current passes along lead, 8a, through terminal, 8, energizes the solenoid, R, and then passes to the return wire, la. The lifting of the three shoes, AMA2 `and A3, thus results in the energization .of the solenoids, A R, H and R. As A R serves merely asa relay the signals illuminated depend in this case upon lighting circuits closed by solenoids, H and R. kThe energization of the coil, H, causes a circuit to be completed between the contacts, h4, and consequently current from the lighting lead, 3a, passes along wires, 3b and 3h, across contacts, m s', along leads, 5G and 57, through contacts, 72,, lead, 58, to the lamps which render visible the clear signal G. S.

In the case of the solenoid, R, the contacts, r4, will be closed, the lead, 80, from the left hand contact passing to the signal fast road, while that on the right leads by wires, 3g, 3b and 3, to one pole of the storage battery. The return wires from the signal .board may be connected either directly Vto the other pole of the battery orinA directly through the locomotive by a common lead a?. The signal fast road will thus be displayed on the signal board, it being understood that on the energization of the solenoid, R, the circuit throughtheV contacts, r, contro-lling the slow road signal lighting circuit has been broken.

The solenoid, M, was denergized in a manner hereafter described, when the ramp rails were encountered and the lighting current passing along lead, 3f, through the contacts, m', and lead, 59, illuminates the lamps of on ramp signal. l` he return wires from the F ramp 7 and stop signal lamps as well as the other signal lamps are arrangedas previously indicated when describing the lighting circuits controlled by the solenoid, R. The on ramp fast road and clear signals are illuminated by the above arrangement so long as the locomotive is travelingover the ramp rails.

As has been already pointed out, it is advisable to retain between sets oit' ramp rails, the road and signal indications last received, the coil, M, becomes operative to ett'ect this result whenever the collecting shoes have vcleared the ramp rails. It `will be noticed that the studs, 39 and 40, and the contacts, 45 and 46, co-acting therewith, are so arranged that when the collecting shoe, A2, is raised the circuit between the stud, 39, and contacts, 45, is closed while that between studs, 40 and 46, is opened. TWhen the collecting shoe, A2, is lowered the circuit between contacts, 45, and stud, 39, is opened while that between stud, 40, and contacts, 46, is closed.

As before explained, on the shoe, A2, being raised the circuit between stud, 39, and contacts, 45, is completed and the solenoid, A R, energized. Then the shoes leave the ramp rails and before the solenoid, A R, is deenergized, the .circuit is completed between the stud, 40, and the contacts, 46. Current thus passes from the positive polev of the dynamo along wires, 2, 2b,to the wire, 60, thence across contacts, 49, and stud, 43. From the right hand contact., 49, the current passes through lead, 10a, and' terminal, 10, to the solenoid, M, which it energizes breaking the lighting circuit at m, to the on ramp signal and closing circuits at the contacts at m9, which illuminates the olf `cores of the solenoids, M S, D R, S S and H which have been raised previously.

As the solenoids, H and R, were energized in passing over the ramp rails after the coleof lecting shoes have dropped sutliciently to cause the solenoid, M, to be energized, current from the lead, 2d, will pass to the solenoids, H and R, by Way of contact, m7, lead, m c and contact /Land contact, m5, lead m Z), and contact, r3, so that when the collecting shoes are lowered to their original position the signals clear and fast road 7 will remain illuminated on the signal board.

The amount of current for holding the core of the solenoids in their energized position may be diminished by the insertion ot' suitable resistances, 83 or 84e, as Vthe.po\ver required to hold them in the energized position is less than that necessary to operate them. The above arrangement thus provides for the eliicient utilization of the power.

Track circa-ts @pcm-Suppose for eX- ample that the track circuits remain c-pen. In this case the solenoid, A R, alone Will be energized and no current will pass along the leads, G and 8a. Current from the lighting battery Will pass along the leads, 3a, 3b and 3, contacts m s", lead, 56, contacts, t, and lead, S2, to the stop signal, R S, which will disclose the signal at Vits danger position. Thel solenoid, R, being denergized, will cause a lighting circuit to be completed through leads, 3 and 3c, contacts, r, and lead, 8l, which will disclose the route signal slonT road.7

Repeater signal.

Tracie czrcuts closed-ln order to transmit a repeater signal to the locomotive the ramp rails are arranged as shown in Fig. the switches, 32 and 33, being closed. The closure of circuits consequent on the shoes at the lett hand side of the locomotive being raised, is effected in similar manner to that described with regard to the stop signal so that the solenoids, R, and A R, are energized as previously. As the shoe, B2, is also raised by the ramp rail, 80, a circuit is closed by the cooperation ot' the stud, 4:2, and the contacts, 4S, so that current passes from the positive pole of the dynamo along leads, 2, 2b, 2e, thence by the lead, V11, through the te minah l1, to contacts, 7) r2, and energizes the relay B R. T he relays, A R and B R, are both energized in this case and as a result the contacts c 1, and Z) 11, are opened and a r3, a rt, a r?. Z1 r3, Z2 r4 and b 15, are closed. The current from the shoe, A1, passes along the lead, G, to the contacts, Z) 115, thence alo-ng leads, (il and'62, to contacts, (Z3, around the solenoid D, and to the negative pole of the dynamo by the return Wire, la. from the dynamo also passes along the lead, 2, to the contacts b rt, thence through lead,

G3, to contacts, a r4. From the contacts, a r4, the current passes along lead, G4, to contacts, m 82, energizing coil, M S, and then return-` ing by Wire, la. The solenoids, M S, and D, are thus energized, opening the circuits' solenoids, R and A R,

formerly. i

Current'v through contacts m s, m 82, cZ, (Z2 and d3, and closing the contacts, m s3, 'mj s, m 85 and (Zt, (Z5, (ZG. Lighting current .from the storage battery is thus enabled to pass along leads,

3 and 3e, to contacts, m 85, thence by leads,

65, contacts, s s', leads, 66 and G7, to contacts, (Z5, and thence to signal, Gr. S. by Wires, 68 and 5S. The signal G. S. is thus used for the clear position of both the repeater and stop signals'and in normal circumstances after receiving it on the repeater ramp rails it Will be maintained unaltered when passing over the stop signal ramp rails thereby avoiding multiplication of signals. The solenoid, R, being-'also energized the route signal fast road is displayed.

Track circuits opewwlf the track circuits remain open then it will be seen that only the circuits co-,acting With the shoes, A, and B2, are closed Which results in the energization of the relays, A R, and B R, as above described. The only circuit completed by the energzat-ion of theserelays is that from the lead 2FL which passes by Way of contacts, Z) rt, and L r4, to energize the solenoid, M S. The energization 'of this solenoid permits lighting current from the lead, 3C, to pass Distant signal.

.In order to transmit distant signal indications to the locomotive an arrangement ot ramp rails as illustrated in Fig. 6 cooperates With the shoes onthe locomotive.

Tmc/c circuits closed-It the switches, 32 and 33, as illustrated in Fig. G are placed in The left hand contact, (Z2, is connected" the closed position, then when the shoes oft the locomotive encounter the ramp rails the following circuits will be completed. i-"rs there are six ramp rails in the arrangement all the shoes on the locomotive Will be raised.

rPhe track circuit arrangements for the shoes, A A2, and A3, being the same as ior the other signals as above described, the are energized as The circuits which are operated on the raising-ot the shoes, B1, B2 and Bm are as follows: Current from the positive pole of the dynamo passes along leads, 2, 2b, and

by the cooperation of the contacts, 47, and

the stud, il, to the lead, T0. As the shoe, 133 is raised by the rails, 31, current from 4the lead, 70, passes across the contacts, 50

and stud, 44, to lead, 9a. The lead, 9a, is connected through the terminal, 9, to the solenoid, S S, With the result that on raising vio ` arranged `as shown.

of the slices, AsandBg, current from the lead, 2, energizes the solenoid and thereafter 4returns to the negative pole of the dynamo b y the return wire, la. The raising of the shoe,"B2,-and the coperation of the stud, 4t2, and contacts48, allows. current to pass along the lead, 1l', and energizes the relay, B R, as before. The raising ofthe shoe, Bm also allows current from the lead, 2e, to pass through the track circuit tothe lead, 12e, across contacts, 192, to the left hand contact, a 11?, andthe right hand contact, b 113, @wing tothe energization of the solenorols, the contacts, a 1', and Z9 1", are opened and contactscr, a 114, a 105, and 5113, 1'4, b 115, are closed. Current from the lead, 2a, energizes solenoid M 'S as before, while the solenoid,

D, is also energized by current from lead, 6a, by way ofcontacts, 15 and from lead, 12a, by way of contacts, a 1*-5, the currents combining and passing along lea-ds, 61 and 62, to the solenoid.

rlhe relays, A R and B R, and the sole- .noids, R, M S,S S,D, are thus energizedby the contact of the shoes with'the yarrangement of ramp rails for the distant signal as shown in Fig. 6. The solenoids M S, S S, and D, being energized cause the contacts on their lower sides to be opened and the contactson their upper sides to be closed consequently` lighting current from the lead, 3b, passes through the contacts, s 8*, to the lead, 7l, then by the lead, 72, to the contacts, 1nI s4. The current then passes through the leads, 7 3, 74, and 75, to the contacts, d, and thence to the signal G. D. by the lead, 76. The clear distant signal is thus displayed. The solenoid, R, being energized gives the route signal fast road y' Tmc/z circa/15s open.-If the track circuits are open the relays, A R, B R, and the solenoids, S S and M S, are energizechas these devices are operated by circuits independent of the track circuits and completed upon the raising of the shoes by the ramp rails. Lighting current from thelead, 3b, passes through contacts, s 84,' leads, 7l, '72, contacts, 111J s, leads, 7 3 and 74, to the contacts, cl, and thence to the signal board by the lead, 77. The current from the lead, 77, illuminates the lamps of the signal, Y D, and indicates the V danger distant signal. The slow road indication will also kbe given.

Simultaneous 815029 and distant ,signal 1tcatz'onaln orderto transmit simultaneous stop and distant signals to the locomotive the arrangement of ramp rails illust-rated in Fig. 7 is provided. In this case three switches are provided'with the circuits The operation of the arrangement with these switches closed and open will now be described. i Track circuits cZ0sec.-The relay, Ay R, will be energized directly by the raising of the shoes, A1, A2, and A3, while the solenoid,

S S, will be energized directly by the raising of the shoes, A3 and B3. A circuit will also be completed through the lead, 6, (when the relay A R is energized) contacts, t 1c, leads, 53, 54, contacts, b r lead, 55, to energize vthe solenoid, l-l. A second circuit will also be completed through the lead, l2, contacts, b 115, leads, 6l, and 62, contacts, als,

- which energizes the solenoid, D. The solenoid R is energized by current passing from the rail, 31. through switch, 33a. and rail, 27,

` to the'shoe/Ag. The solenoids, H and D, and

R, are thus energized.

The lighting circuits operated by the energization of the solenoids, H, D, and S S, are as follows z--Current from the lead, 3b,

.passes to the contacts, s s4, thence by the leads,-71 and 72, contacts, fr", leads 76, 74, 75, contacts, d, to the lamps of the signal G. D. by the lead, 76. Current also passes along the leads, 3b and 3h, to contacts, m s, and thence by leads, 56, 57, contacts, lz?, to the lead, 5S, which is connectedto the lamps illuminating the clear stop signal, G. S. Stop and distant clear signals as well as the route indication fast road will be displayed on t-he signal 'board when the track circuits are closed.

Tracie circuits open/. When all the track circuits are open it will be obvious that only the relay A R, and the Asolenoid S S, will be energized. Lighting current will then pass along the lead, 3b, contacts, m s, lead, 56, contacts, It, lead, 82, to illuminate the lamps behind the signal, R S, which gives the danger stop signal indication. No indication in this case is given as to theo-ondition of the distant signal as if circuits were set for illuminating both types of signal with the stop signal at danger, and failure of the lamps illuminating the stop signal occurringV a distant signal indication might be given which would cause the driver to proceed. lf the switch, S2, is closed and the switches, 35, and 33a, are opened, Fig. 7, then the collecting shoe A1, will be connected in circuit with A3, when the collecting shoes traverse the ramp rails. As the shoe, A2, is lifted the relay, A R, is energized, and current 'from the lead, 6a, passing ythrough the contacts, a 113, and I) '.r, energizes the solenoid, H. As the shoes, A, and BS, are also lifted, the solenoid S S, will also be energized. kThe relay, A R, and the solenoids, S S, and H, are thus energized when the switches, 33a and 35, are open and the switch, '32. closed. -Lighting current will ico danger distant signal Y. i D. As the route control switch has not been closed the solenoid, R, is not energized and the route 4indication slow road will be displayed.

It will be understood that after the locomotive has passed over a set of ramp rails the solenoid, M, becomes energized before the collecting shoes have dropped to such an extent that the circuits actuating any of the active solenoids, R, M S, H, D, and S S, have been broken. The active solenoids will thus have become energized by such of the leads, m b, m a, m e, m c and m (Z, as co-act therewith, before the current which initially energized them has been cut ott'. In this manner the signals displayed on the locomotive passing over a set of ramp rails'instead of being changed or extinguished after the ramp rails are passed, are retained until the next set are encountered by the collecting shoes. Y Y

It will be observed that all the signal controlling soleno-ids are connected to the wire, la, which leads to the negative pole of the dynamo. The connection from this wire to the coil, P, thereafter passes through the coil, 85, of the auto-switch and is earthed. In the event of any of the operative circuits containing these signal controlling solenoids becoming earthed a shunt will thus be formed through the coil, P, and the coil, 85. These co-ils are of low resistance and the circuit which contains them will be shunted across the solenoids, H and D, when the track circuits are opened to give a danger signal, owing to the switches in their open position being earthed as shown in Figs. 4' to 7. This earth shunt assists the solenoid in falling to give a danger signal when a set of ramps with the track circuits open are encountered if the signal previously displayed was a clear signal. Also in the event of considerable leakage by earthing of the ramps taking place the current will be shunted first of all through the circuit containing the coil, P, and the resulting diminution of the current through the acting solenoid will result in the danger signa-l being given. If the leakage increase the coil, P, will become energized, and break the circuit thro-ugh the wires, 6a or 12a, leading by way of the relays, A R, and B R, to the solenoids, H and D. I/Vhen the leakage becomes excessive the coil, 85, will become suiiiciently energized to trip the switch, 37, extinguish any active signals on the signal board, and close the circuit through the cont-act, 5l, which will energize the circuit through the wire, 4a, and display the out of action signal.

The arrangement which I have above described is suitable for running tender iirst as well as funnel first. In the former case l it will be evident that the shoes, B1, B2, and B3, will contact with the ramp rails, 26, 27k

travel.

and 28, Vwhilethe shoes, A1, A2,- and .A5, will Acontact with the'ramp rails, 29, 30 and 3l.

Owing to the symmetry of the systems however the only change will be that instead of the relay, A R, 'being energized when the ramp rails, 26 to28, are encountered', the relay, B It, is energized.

It is advantageous to extend the co-ntacts in the switches of the shoes controlling the signaling currents so that those paths which are complete when the shoes are raised remain complete until the shoe` has fallen through rather more than half its If at the same time the coil circuit for maintaining the signals in their operative position, which is opened when the shoes cont-rolling the circuit are raised, is completed (as far as the shoes are concerned) just before the shoes have fallen to its mid-way position, there is a small portion of the stroke during which both circuits are complete in thel case of the solenoids which are energized and the signal is maintained. Further instead of providing only one solenoid such as M, for controlling the currents for maintaining all the sole` noids for the lighting circuits, several soleno-ids may be provided, the circuits for maintaining the signal in its operative condition being completed either mechanically,y

by the movement of the shoes or electrically by means of relays, or some of the circuit may be completed mechanically and the remainder electrically. The solenoids may be operated either from collecting shoes dis-. tinct from those coperating with the track circuits or in conjunction with them as before described. Again in some cases the current for maintaining the solenoids, H and D, for example in their energized positions may be led from t-he dynamo through switches actuated by the raising of appropriate shoes.

If the solenoids for maintaining the signals in its operative position are sluggish in their action it may be necessary to make the incline at the end of the ramp rails very gradual; or the ramp rails, A2 and B2, operating the solenoid, IWI, may be dropped at a point somewhat in advance of the other ramp rails to a level which retains the shoe at its mid-way position for a short distance in order to give the solenoid, M, time to rise and complete the circuits for maintaining the signals in their operative position before the signaling currents are lost.

vIn lthe example which I have described it will be seen that the ,same ramp rails act to mechanically close circuits on the locomotive as well as to electrically complete circuits partly on the track and partly on the locomotive. In some cases however these functions may be performed by separate ramp rails. Y

In certain cases, such as the automatic man.

al O

block system described in the British pat-` ent specication No. 18,996 of 1908, a current is sometimes required to operate coils in the track apparatus from the dynamo in the engine, without a signal kbeing given thereon. In such a case, vthe apparatus above described may be modified by placing any required number of rails'to engage with the shoes, provided any combination of rails is not used which would interfere with the signal board indication by 4operating the shoes controlling the solenoid M or SS.

`The necessaryconnection to the dynamo is made in the engine by inappropriate selection of shoes, one of which is connected to the dynamo,'while the corresponding track rail is joined to the coil in thetrack apparatus. The return circuit may be earthed oli' a special rail and shoe may be used for t iis. t

It will be evident that by means of my invention an efficient and reliable signaling system of wide application and adaptability is provided, one ofthe important features being that danger signals are automatically given whenever the collecting shoes contact with the rampr railsand are thus independent of any action on the part vof the signal- Further as the solenoids are gravity controlled and the danger signal is operated bythem in their lowered position any failure onthe part of the active signaling apparatus always tends to give asafer signal than thatfor which the circuits are` set. Also in the event of substantial leakage taking place the danger signal is automatically given, by the denergizing of the active coils, or the opening of the circuitl through the relay contacts controlling the solenoids, H and D. When the leakage is excessive the dynamo auto-switch, 37, is opened and the out of action signal displayed.

The possibility of giving wrong signals is largely reduced by my invention while the lengths of the ramp rails may be materially reduced.

I wish it to be understood that the example which I have hereinbefore described is simply to be regarded as typical and not in any way limiting my invention thereto as it will be evident that many modiiications Y may be made without departing beyond the scope of my invention.

I-Iaving nowl described my invention what I claim as new and desire to secure by Letters Patent is l. In an electrical cab signaling system a plurality of cont-act devices on the cab, together with groups of signal controlling bars along the track, the bars of each group co-acting simultaneously with-corresponding contact devices, said groups diiering in accordance with the type of signal desired to be displayed, substantially as described.

2. In an electrical cab signaling system, a plurality ot contact devices on the cab, groups of signal controlling bars along the track, the bars of each group co-acting simultaneously with corresponding contact devices, said groups diering in accordancek circuits, together with means for displaying a certain signal in the open position of said switches and a certain other signal 'in the closed position of said switches, substantially as described. Y

4C. In an electrical cab signaling system, a plurality ofk contact devices on the cab, groups of signal ycontrolling bars along the track, the bars kof each group co-actingsimultaneously with corresponding contact devices, said groups differing in accordance with the type of signal to be displayed, together with means Jfor maintaining the displayed signals between successive groups of bars, substantially as described. p

5. In an electrical cab signaling system, a plurality of contact devices on the cab, groups of signal controlling bars along the track, the bars of each group co-acting simultaneously with corresponding Contact devices, vsaid groups diiering in accordance with the type of signal to be displayed, a plurality of signals in the locomotive cab, solenoids movable into an operative position to actua-te same on contact of said devices and said bars, together with a single solenoid for retaining any of said signals kSolenoids in the operative position between suceessive'groups of bars, substantially as dekscribed. n

6. In an electrical cab signaling system, a plurality of vertically movable vcontact devices on the cab, groups of signal controlling bars along the track, the bars of each group co-acting simultaneously with corresponding contact devices, signal-operating circuits on said cab adapted to be closed on contact of said devices with said bars and signal-maintaining circuits associated with said signaloperating circuits and adapted to be closed on said devices leaving said bars, substantially as described.

7. In an electrical cab signaling system, a

plurality of resiliently mounted contact de-` vices on the cab, lgroups of signal controlling bars along the track, the bars of each group co-acting simultaneously with corresponding Contact devices, signal-operating circuits on said cab adapted to be closed on contact-of said devices with said bars and signal-maintaining circuits associated with said signaloperating circuits and adapted to be closed on said devices leaving a group of bars and to be opened on said devices contacting With a succeeding group of bars, substantially as described. i I

8. In an electrical cab signaling system, a plurality of contact devices ontlie cab, a plurality of groups of signal controlling bars along the track, the bars of each group co-acting simultaneously with corresponding contact devices, means for closing certain circuits in said cabon contact otsaid devices and" said bars, signal-operating circuits on said cab ada-ptedto be closed on contact of said devices; Witlr sai-d bars'and to be opened on said devices leaving said bars, andI signal-maintaining circuits associated with said signaloperating circuits and adapted to be closed on said devices leaving said bars, the closure oli said signal-maintainingl circuits being effected prior to the opening of' said second mentioned circuits,

' a plurality` of' contact devices on the cab,

substantially as described. l'

9. In an electrical cab signaling system, a plurality of signals in the cab, a Vplurality of solenoids for operating sain-e, a plurality of signal controlling bars along the track, ,l

flrality of danger signals, means including `electro-magnetic devices for displaying a means co-acting simultaneously with said bars for energizing certain of said solenoids to. display a signal, means also' co'facting with the saine bars to maintain: said energized solenoids in their operative position between successive groups of bars, substantially as described.

10. Ink an electrical cabl signaling system, a plurality of contact devices on tlie cab,

v gro-ups of signal controlling bars along the track, the bars oilea'chl group co-acting simultaneously with corresponding contact devices, means co-acting with thel saine group of bars for displaying a signal' cor-- responding tol the grouping of said bars,

and-*maintaining said displayed signal becontrolling said circuits, means for displayv ing a danger signal of the type corresponding to tlie grouping'of said bars in the open position of said switches, and a clear signal in thev closed position of said switches.

l2. Inan electrical cab signaling system,

a plurality of contact devices onvthe cab, groups of signal controllingybars along the track,.the bars' of each group coacting simultaneously with corresponding Contact devices, a plurality of signals, a plurality of circuits controlling said signals, and operable on contact of said contact devices and.

bars, a. switch for controlling said circuits, means for automatically operating a danger signal on a certain amount of leakage taking place, together with means for opening said switch. When yleakage is greater than j saidr certain amount, substantiallyy as described. i

13. In an electrical cab. signaling system,

groups of signal controlling bars along the track, the bars of each groupl co-acting si- V inultaneousllywith corresponding Contact devices, a plurality ot clear signals, a lpluclear type of signal when said electro-magnetic devices are energized together lWith means for displaying a danger type of sig.-

lnal when said' electro-magnetic devices are =in a denergized position, substantially as described. Y

In testimony whereof I have signed my name to this speciic'ation in the presence oi tivo subscribing Witnesses.

HERBERT BRQW N.

Witnesses: Y. Y

GEORGE SHivERs,

FRANCIS. FARRELL.

Genies of this patent'V mayV be obtained. for

five cents each, by addressing, the Commissioner of Paten-ts, Washington, 1);;0. 

